Planoofiaph co



H. B. TAYLOR.

CONTACT SHOE FOR AOTOMATN: TRAIN CONTROL SYSTEMS.

APPLICATION FILED SEPT. 2l. 19l5T THB CoLuMBT/n PLANOURAPH C0., WMHINQ'MN. `D. C.

H. BJAYLo. CONTACT SHOE FOR AUTOMATIC TRAQTN' CONTROL SYSTEMS.

APPLICATION FILED SEPTJT, l9l5- 1,308,535. Patenten@ 1, 1919.

3 SHEETS-SHEET 2.

INVENTOR Kwam 'rl-nz coLUMBxA Pumoullmn cn.. WAsHxNGToN. D. c.

H. B. TAYLOR.

CONTACT sHoE TOIT AUTOMATIC THAlN CONTROL SYSTEMS.

APPLICATION FILED SEPT. ZI. 1915.

1,3()8,535. y Patented July 1, 1919 3 SHEETS-SHEET 3.

FIGA- THEFOLUMBIA PLANQQRAPH ca., WASHINGTQN. D. c.

s iTnn sTATEs PATENT envien,

HERBERT B. TAYLOR, OF ROCXESTER, NEW YORK, ASSIGNORTO "GENERAL `RUQLILVV-US. SIGNAL COMPANY, OF GrAES,` NEN/V YORK, ACORPORATION` OF NEW YORK.

CONTACT-SHOE FOR AUTOMATIC TRAIN-CONTROL SYSTEMS.

incassa.

Application led September 21,1915.`

Automatic Train-Control Systems, of which the following is a specification. y

This invention `relatesto contact shoes for automatic train control systems, and more particularly to cbntact shoes which are adapted to be secured to a railway vehicle and to cooperate with suitable `contact rails or ramps located along the` trackway for said vehicle, and which, by their mechanical and electrical coperation with said ramps, furnish the means for communicating `the impulses or influences from the trackway to the moving vehicle necessary for the operation of the train controlsystem.

One of the principal objects of this invention is to devise a simple and durable Contact shoe for automatic train control systems which will perform the dual function ofa collector of electrical energy and of a circuit controlling,` device.

A furtherobject ofthe invention is to devise a. simple and durable contact shoe for automatic train. control systems which will open and close different controlling circuits selectively accordingl to the direction `in which the vehicle carrying said shoe travels over the track.

A still further object of the invention is to devise a simple anddurable contact shoe for automatic train control systems, together with electrical appliances and electrical con-` nections therefor, which `will operate to nullify the circuit controlling function ordinarily performed by the shoe and which will cause a suitable signal to be operated on the vehicle whenever the vehicle proceeds over the trackway in the direction opposite to the normal direction of traffic.

@ther advantages and objects will appear as the description of the invention progresses and the novel featuresof the inven tion will be particularly pointed out in the appended claims.

Generally stated, the invention consists in Speciication of Letters Patent. r

Patented July 1, 1919.

y serial No. 51,791.

a movable cont-act shoe which is suspended from a suitable support, carried on the train, by two parallel links, together with suitable controlling devices which are selectively operated when said contact shoe is moved from its normal position in one direction or the other in the plane of said parallel links. The invention further consists in the parts, and in the arrangements and combinations of parts, which are more fully set forth hereinafter.

In describing theinvention in detail, `referencejs had to the accompanying drawing, wherein Ihaveillustrated a preferred physi- 'cal einbodimentof my invention, and wherein likecharacters of reference designate corresponding parts throughout the several views, and in which Figure l is a view, which may be termed a front view, of a contact shoe embodying the invention, the front cover plate for said shoe being removed, `and certain parts of said shoe being shown in section substair tially on` the line l-y-l in Fig. 2, and other parts `being partly broken away, in order `to more clearly show the construction of the different parts of said shoe; Fig. 2 is a vertical `section of the slice, taken substantially on theliue 2-`2 in Fig. l, certain parts being partly broken away and other parts being shown in elevation for the sake of clearness; Fig. 3 is an enlarged detail section on the line 3&3 in `Fig. `l and Fig. a is a diagrammatic view showing the electrical wiring and connections between the parts of the contact shoe and certain `devices of one form of a train control system with which the Contact shoe can be used.

Referring to the accompanying drawing, the contact shoe is designed to be supported in any suitable way (not shown), preferably adj ustably, on some part of the vehicle or train, -as on a journal box, an axle, truck side frame orthe like; and to attain this end, the contact shoe is mounted on a bar 5 of wood or other insulating material which serves to insulate the whole shoe from the car. The shoe, as a whole, comprises a. body portion or casting A which, in effect, con sist-s of two box-like chambers or casings B and C arranged one above the other. The body portion A of the shoe is secured to the bar 5 by two bolts 6, a plate or washer 7 being interposed between the nuts of said bolts and the bar `5. The shoe proper comprises a block 8 in which is revolubly mounted a disk-like foot 9, which is the portion of the shoe which actually contacts with the ramp; and said foot 9 is formed with an upstanding bearing stud 10 which is journaled in the block 3 and which is held in place therein by two pins 11 engaging a circumferential groove 12 in said bearing stud 10. The block 8 is supported by two parallel crank arms pivoted at one end to the body portion A, of the shoe and at the other end to the block 3; and since the construction of the crank arms 13 and their 4associated parts connected thereto 4and operated thereby are constructed the same, a description of one will suiiice for both, and the corresponding lparts will be designated by the same reference characters, with the distinctive exponent 1 added thereto.

Each of the crank arms 13 has a laterally projecting bearing stud 14 at its lower end which extends through a Corresponding hole in the block 8, a washer 15 and a cotter pin 16 serving to hold said block in place on said stud. The shaft 17 which is secured to or integralrjwith the upper end of each crank arm 13 is journaled in the front and back walls ofthe lower casing` B, a collar 18 fastened to said shaft 17 by a pin 19 serving to hold it in place. Mounted loosely on the shaft 17 adjacent to the front wall of the lower casing B is acollar 20 having several teeth 21 formed along its upper edge and a -downwardly projected stop 22. Next to the collar 20 is another collar 23, which performs the function of actuating the collar 20 an d will be hereinafter termed the driver. The driver 23 fits tightly on a squared portion of the shaft 17 so as to turn therewith and has projecting from its lower edge a finger 24 which is arranged to engage the stop 22 of the corresponding loose collar 20. as shown in the Figlof the drawing, theiingers 24 and 241 of the drivers 23 and 231 are located on opposite sides of the stops 22 and 221 of the loose collars 20 and 201 for the purpose. which will be made clear hereinafter in a description of the operation. A sleeve 25 surrounds the shaft 17 and bears at one end against the driver 23 and at its other end lagainst the inside face of the rear wall of the lower casing -B.

Integral with or secured to the back wall of the lower casing B are two pivot studs 2G which are arranged one above each of the shafts 17 and on each pivot stud 26 is journaled a lever 27, held in place by a washer 28 and a cotter pin 29. The levers 27 and 271 are counterparts; and each have at its lower end a number of teeth 30 meshing with the teeth 21 of the corresponding loose collar 20. Each lever 27 is formed with an integral conical cup 31, the open end of which is opposite to the other lever; and arranged between the two levers 27 and 271 are two telescoping rods 32 and 33 which have hemispherical heads 34 bearing against the bottoms of the cups 31 and 311 and which are surrounded by a compression spring 35 bearing against the heads 34 and tending to press the lower ends of the levers 27 and 271 apart. The greater part of the length of each rod 32'and 33 is divided into four strips which are substantially sectorshape in cross section and which are arranged at right angles to each other, as shown to the best advantage in Fig. 3; and the respective strips of the two rods 32 and 33 overlap and permit a telescopic movement of said rods. The outer edges of the levers 27 are formed with flat faces or seats 3G which normally bear against the side walls of the lower casing B.

The upper ends of the levers 27 and 271 extend upwardly through a slot 37 in the bottom of the upper casing C and have integral therewith or secured thereto laterali)v extending pins 38 and 381. In the upper casing C are two Contact drums D and D1, each comprising a shaft 39 journaled in bosses 40 integral with the end walls of the upper casing C, and sleeves or drums 41 of suitable insulating material secured to said shaft 39. To the Contact drums D and D1 are pinned crank arms 42 and 421, the lower ends of which are split and straddle the pins 33 or 381 in the corresponding lever 27 or 271. Suitable contact bars or segments 43 are fastened to the insulating sleeves 41 and 411, the functions and arl rangement of these contact bars heilig more fully set forth hereinafter in a description of the operation. Between the Contact drums D and D1 are two contact supporting blocks 44 of insulating material which are fastened by screws 45 to bosses 4G integral with the bottom of the upper casing C. Suitable Contact springs 47 are fastened to these Contact supporting blocks 44 by bolts 48 having the usual washers and lock nuts associated therewith adapted to form bind-- ing posts for the convenient attachment of wires. The contact springs 47 are preferably clamped to the under side of the contact supporting blocks 44, as shown in Fig. 1, these contact springs 47 extending upwardlyv and having V-shaped humps extending toward the corresponding Contact drum D, the upper ends of said contact springs 47 having downwardly projecting hooks which engage counterpart hooked stop members 49 clamped by the bolts 4S to the upper faces of said insulating blocks 44.

The upper casing C is provided with the suitable cover 50 which is preferably seaanwas? curedf to said casingby the hinge 51 at one` edge and by a clamping hasp or catch52 at t its other end. rllhe upper part of the outer or front wall of the lower chamber B is `preferably open so as to permit easy access to thepartsof ther contact shoelocatedin said lower easing; and a suitablecover plate 53 is fastenedv by cap screwsb4`` over;` this opening. "The electric conductors connected to the contact springs ,'47` are noti` shown in` the drawing in `order to avold confusion, but; `it `is to be understood thatthese conductors are disposed in the space betweenthetwo contact supporting blocks 44 andare prefer-` ably formed into a cable55 passing through `one wall of the upper casing C and through i a suitable slitting 56 (see "Figi 2), from,

whence the cable extends to thebody of the vehicle `on which Ithe contact shoe; is sup"` train control system shown is `merely for illustrative purposes, since these `form no part of my invention, and that the shoe may be used with other train control systems having different `devices and different control-` ling circuits;` Referring to Fig. 4, one track rail for the vehicle is designated bythe nut meral 60 andone wheel of the vehicle is designated by the numeral 61. The shoe is supported upon the vehicle in position so that t its foot 9 will make contact with suitable contact rails or ramps`62 located at different points along the `trackway and insulated from thetrack rails. s y

The `inovemen-t of the vehicle or train may be controlled in any suitable way; but in the particular arrangement illustrated in Fig. 4,

the vehicle is controlled by a suitable device designated generally by the reference character K, which device is designed to control ,y

the vehicle under conditions `where the vehicle should proceed cautiously. Since various devices capable of performing the necessary `functions of the device K are well known inthe art, and since the particular construction of the device K forms no part` of this`invention,\ it is deemed unnecessary to show and describe in `detail the `construction and operation `of the device K. The

`device K is illustrated as arranged to be set into `operation when the electrical energy normally supplied toit is interrupted, and

to be restoredto its normal idle condition When this` electrical energy is again supplied toit.` The operationyoit" the trainycontroln device K is controlled by af control,` relay 63, having? three armatures 64, 65, and 66;`and `whenthe armature 66 `is inlits upper posi# tion, corresponding to the nenergized condi-` tiongof the control relay `63, thedevice K1 is energized from a localsource` of current, as a battery 67, carried by the vehicle, along a s circuit which may be traced as follows L y Ureutfaumber one. `From the `battery 67, conductor 68, device K, conductor 69, armature 66 of the control` relay 63 in its upper position and conductor '70` back tothe battery 67. y i i 80 The armature 64of` the control relay 63 is includedin a normally closed circuit for` energizing said control relay from" a local source of current on the vehicle, as a battery `71, `when the parts of thecontact shoeare `in their normal position, as shown, said circuit being as i follows: s 1 Circa/t member two.

` From the battery 71, conductors `732 and 73, contact spring 74, contact bar '75 of the lefthand contact drum D, contact spring 6, collductors` 77 and 78, i armature 64 ofthe control relay63 in its upper posi-tion, conduc-` tors79 and 80, control relay 66, conductors 81,82; and Sback to thebattery 7l.

`The control relay" 63 isalso connected to the body of theI shoe, in Fig-` 4, the controlrelay 63 being shown specifically asgconnected to the contacting `foot 9, and to the -frame or wheels of the vehicle, this partial circuit for the control relay 63 l being as `follows:

Gire/uit number three,

Commencing at the wheel 6l, conductors 84 and 80, control relay 63 and conductors Sland 85 tothe foot `9 of the shoe. y

Suitable controlling circuits are provided whereby a difference of potential may be created between each ramp along the track- Way andthe track rails according tothe trailic conditions in a certain number of blocks following that ramp; but since such controlling circuits are more complicated than is necessary to consider in this case, the ramp i 62 is illustrated as connected by a conductory86 to a battery 87 which is connected by a conductor S9 to the track `rail 60, a suitable switch `88 being interposed in the conductor 86, so that 'by opening and closing 1120 said switch 88 the difference of potential generated by the battery 87 may be conneet-ed across the ramp @and the track rail 60, as required 'by traiic conditions.

`In additionI to the device K which; automatically controls the vehicle or train, it is desirable to` provide suitable proceed and caution `signals on` the train, these proceed and caution signals being shown in Fig. 4 as green and yellow` lamps, respectively I Also, for reasons which will'be made more clear hereinafter in a description of the operation, it is desirable to have a distinctive signal, designated in the drawing N. S. and hereinafter termed the no-signals device. This no-signal device may be of any suitable construction,l as for instance, a lamp of distinctive color, a movable member, or the like;

and the operation of the no-signal device is controlled by an auxiliary relay, hereinafter termed the no-signal relay, which preferably has two separate windings 91 and 92 and two armatures 93 and 90, which armatures are normally in their lower position, as shown. The green lamp G and the yellow lamp Y are arranged to be controlled by the control relay 63 and the armature 90 of the no-signal relay, the circuits for said lamps being set forth hereinafter.

Operation: As the vehicle which carries the contact shoe moves along the trackway in the normal direction of traffic indicated by the arrow .4X7 vin Fig. .lathe foot 9 of said shoe engages a ramp 62; and since the end portions of said ramp 62 slope gradually upward, the foot 9 of the shoe is swung backwardin the direction opposite to the direction indicated by the arrow X and at the same time, by reason of its connection to the crank arms 13 and 131, is swung upward. rl`he parallel arrangement of the crank arms 13 and 131 causes the under face of the foot 9 of the shoe to remain substantially parallel with the top face of the ramp as it is lifted. As the crank arms 13 and 131 are swung to the left, the finger 24 of the driver 23 of the lefthand crank arm 13 strikes the stop 22 of the sleeve 20v and turns said sleeve 20. The teeth 21 on the sleeve 20 communicate its movement to the corresponding lefthand lever 27, which in turn operates the lefthand contact drum D, so as to' bring the contact bar 75 out of contact with the contact spring 74 and 76, thereby interrupting the circuit number two, hereinbefore traced, for normally energizing the control relay 63. During this movement of the lefthand lever 27 and the lefthand controller drum D, the righthand lever 27.1 remainsv stationary by reason of the fact that the finger 241 of the righthand driver` 231 is carried away from the stop 221 of the collar 201 instead of into contact therewith. The movement of the lefthand lever 27 to the right telescopes the rods 32 and 33 and compresses the spring 35, so that the foot 9 ofthe shoe is pressed against the ramp- 62 and also tends to return to its normal middle position. A

Assuming that the traffic conditions are such as to permit the vehicle to proceed at unlimited speed unrestrained by the train control device K, the switch 88 will be in its closed position, so that, at the same time thatcircuit numfber two is interrupted, current will be supplied from the battery 87 to the control relay 63 along a circuit as follows:

Circuit number four.

Commencing Vat the battery 37, conductor 89 through the switch 88 in its closed position, track rail 60, wheel 61, conductors 8i and 80, control relay 63, conductors 81 and 85, the foot 9 of the shoe, ramp 62 and conductor 86 back to the battery 87.

In this way, although one circuit for energizing the control relay 63 is broken when the shoe engages the ramp 62, another circuit for energizing said control relay is simultaneously established, so that the said cont-rol relay will remain energized. lVhen the control relay 63 is energized, the green lamp G is lighted by current from the battery 71 `flowing along the circuit which may be traced as follows:

' Uz'rcuz't nil/mbar 760e.

From the battery 71, conductors 72, 94, and 108, armature 90 of the 11o-signal relay in its lower position, conductor 109, armature 65 of the control relay 63 in its upper position, conductor 110, green lamp G and conductors 111, 103, `and 83 back to the battery 71.

l/Vhen the foot 9 of the shoe leaves Contact with the ramp 62, the spring 35 returns the lever 27 to its normal position and swings the crank arms 13 and 131 back to their middle position, the contact drum D being simultaneously moved to reestablish the circuit number two. The parts are so proportioned that the contact drum D will return to its normal position before the foot 9 of the shoe leaves electrical Contact with the ramp 62, whereby the circuit number two will be restablished before the circuit number four is broken.

Assume, however, that when the vehicle passes the ramp 62, traffic conditions are such that the train control device K should be set into operation; and in this case the switch S3 should be in its open position. When the foot 9 of the shoe engages the ramp 62 and is swung` and lifted, the circuit number two is broken in the same way as hereinbefore described, and since the switch 38 is open, the circuit number four is also broken, so that the control relay 63 is totally denergized and its armatures drop. The dropping of the armature 64 of the control relay 63 opens a break in the circuit number two, so that after the foot 9 of the shoe has left contact with the ramp 62 and the contact drum D has returned to its normal position, nevertheless circuit number two will not be restablished. Y The dropping of the armature 66 interrupts the circuit number one for normally energizing the device K and thereby sets the device K into operation. The dropping of the armature breaks the circuit number live for lighting the green lamp Gr and makes another circuit for lighting the yellow lamp Y as follows;

Uz'rcuet number sim,

`From the battery 71, conductors72,94, and 108, armature of the nofsignal relay in its lower position, conductor 109, armature 65 of the control relay 63 inits lower position, conductor 112, yellow lamp Y and conductor 113, 102,103, and 83 back to the battery 71. i

From the foregoing, it canbe seen that by properly controlling the difference ofpotential between the ramps along the trackway and the track rails, the device K can be set into operation as desired,` and the signals can be changed from proceed to caution.

In practice, it happens that the" locomotive or motor car which carries the contact shoe `will sometimes` move along the trackway in a direction oppositeto the normal direction of trallic; and in such casesthe locomotive or motor car would encounter ramps between which andthe track rails no dilerence of potential would exist, since the controlling circuits for these ramps would beafected in the same way the presence of the locomotive or motor car, even though it is moving against tra'ic, as they should beatfected in oider to protect the locomotive or motor car if it were moving in the normal direction of traffic. For this reason, in order toavoid unnecessary delay -to trains, it is desirable that the engagementof thelshoelwith a 'ramp should not setthe train controlfappa'ratus iiito operation in cases wherethe train is traveling opposite to thefnormal direction of traffic. 1n the shoe shown and described, whenthe vehicle carrying that fshoe moves opposite to `the normal direction of traiic, the crank arms 13 and 131 will bev swung backward` (to the right in Fig. 4) when the foot 9 ofthe shoe engages a ramp. When the lefthand crank arm13 is swung to the right the finger 24 of the driver 23 is drawn away from the stop 22, so that the lever 27 and the contact drumDvremain` stationary. In this way, when thevehicle travels opposite to the normal direction of trailic, circuit `number two always remains closed and the control relay 63 will remain energized, re gardless of whether or not there is a difference of potential between the "ramps and the track rails. i Also, when the train travels opposite `to `the normal direction of traflic,it is `desirable to extinguishthegreen" signal lamp G and `operate the nosignal devicelt `S.,-in order `that the `engineeror motorinan may not be deceived by the presence of a green lightGr,

ln the practical operation off railroads, moves. against thenormal direction ofvtratfic are generally made vunder special orders; andfor such moves no attempt is made to provide proper signals, theresponsibility being placed entirelyon the engineer orinotorman to obey his orders; and, in fact, theen-` gineer or iiiotorinaninust act as he should "in passing over tracks which are `not signaled. In order that the engineer or inotoiman may be constantly reminded of the fact that he has no signals torely upon, the 11o-signal device is provided. In theconstruction shown and described, when the righthand crank `arm 13L is swung to the right, it moves the lever 271, and the contact druinl)1 so as to bring the contact bar` 97 into contact with its cooperating pair of contact springs 96 and98, thereby closing a circuit for energizing the winding 91of the nosignal relay as follows:

i Circuit number eight. From the battery 71, conductors 72, 94, and 108, armature 90 of thelnoesignal relay in its upperposition, conductor 114, no"sig nal device N. S; and conductors 115,107,101,

102, 103, and 83`backto`the battery 71.

` Also, when the no-signalrelay is ener- M giz'ed, its armature 93 is raised to close a circuit for maintaining its lower winding 92, energized, said maintaining circuit being as follows: e

` 'Circuit number m'ne. "110 From` the battery 71, conductors 72, 73, contact spring 74, contact bar ,75, contact `spring7 6, conductors `77 and 1,04, armature `93 in its upper positiomconductor 105, lower `115 `winding a 92 of the no-signal relay, `and conductors 106,107,101, 102, 103, and 83` back to the battery 71. j

When the foot 9 of theshoe leaves engagement with the ramp, the contact drum D1 120 will be restored to its normal position to break the circuit number seven for energizing the upper winding `91 of theno-signal relaygbut the lowerwinding 92 of said relay being energized, its armatures 90 and 93 will 125 remain in their upper position. The lower "winding 92 oit' theno-signal relay will bedeeiiergized when the trainchanges its direction of movement and passes the first ramp "62`going in thenormaldirection of trac, "1130 f and 76.

The lfoot 9 of the shoe is revolubly mounted in the supporting block 8 so that said foot in engaging a ramp at one side of the axis on which said foot may rotate will be rotated with a Vscraping action which will insure va better electrcalcontaet and which will free the surface of the ramp from sleet, snow, and the like. If desired, an emergency shoe orplunger may be combined with the construction of the shoe shown and hereinbefore described with very little change, such anv emergency shoe being shown and described in my prior application Serial No. 44,497 liled Aug. 9, 1915. Also, although one form of a train control system and controlling circuits therefor has been illustrated in Fig. 4, it is to be understood that Fig. 4 merely shows an illustrative application of the contact shoe, and that said shoe is not limited to this application. Only one contact drum and its associated operating mechanism may be used, providing it is desired to dispense with the no-signal device. Other circuits thanthese shown may be controlled by the contact drums D and D1 and either opened or closed by the movements of said contact drums at predetermined times.

Although I have particularly described the construction of one physical embodiment of my invention, and explained the operation and principle thereof, nevertheless, I

desire to have it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments vof the idea ot means underlying my invention.

What I claim asnew and desire to secure by 'Letters Patent of the United States, is:

1. A contact shoe vfor automatic train control systems comprising parallel crank arms pivotally supported at their upper ends, a member pivotally connected to the lower ends of said crank arms, and a circuit controlling device operated by said crank arms.

2. `A contact shoe for automatic train control systems comprising a body portion, a revoluble foot movably mounted on said body portion and adapted to swing in either direction from a middle position, and circuit controllers operatively connected to said shoe and selectively operated thereby by its movements in either direction.

3. A contact shoe for automatic train control s vstems comprising` a conducting member adapted vto be attached to a railway vehicle and mounted on parallel supporting arms to swing in either direction lengthwise of the vehicle Jfrom a'middle position, a circuit controlling device operatively connected y to said member and operated by the swinging movement thereotl to control different circuits selectively, and means ior restoring said member to its normal middle position.

4. A contact shoe for automatic train control systems comprising a conducting member mounted to move in either direction from a middle position, and two movable circuit controlling devices operated selectively and separately by the movements of said member in opposite directions.

5. A contact shoe for automatic train control systems comprising a body portion, a foot supported from said body portion by two parallel crank arms pivotally connected thereto and to said body portion, a circuit controller operated by each of said crank arms, means for yieldingly holding said crank arms in their normal positions, and means for operatively connecting cach of said crank arms with its corresponding circuit controller to cause said circuit controller to be moved when said crank arm is moved in one direction, and to permit said circuit controller to remain in its normal position when said crank arm is moved in the opposite direction.

6. A contact shoe for automatic train control systems comprising a body portion, parallel crank arms pivotally connected to said body portion, a block pivotally connected to said crank arms, a contact disk revolubly mounted in said block, and a circuit controller operatively connected to said crank arms.

7. A contact shoe for automatic train control systems comprising a body portion, parallel crank arms pivotally connected to said body portion and extending downwardly therefrom, a block pivotally connecting said crank arms at their lower ends, a contact disk having a bearing stud `iournaled in said block, said bearing stud having a circumferential groove therein, a pin extending through said block and said .Q'roove to fasten the contact disk in place, and circuit controlling means operatively connected to said crank arms.

8. A contact shoe for automatic train control systems comprising a foot, parallel crank arms pivotally supported at one end and pivotally connected at the other end to said foot, levers operated selectively from .a normal position by the movement of said crank arms in opposite directions, separate circuit controlling devices operated by said levers, and means for restoring said levers to their normal position.

9. A contact shoe for automatic train control systems comprising parallel crank arms each pivotally supported at one end, a block pivotally connected to the other ends of said crank arms, and a conducting :toot removably secured to said block.

10. A contact shoe for automatic train control systems comprising a body portion having an inclosed casing, an oscillatory contact carrying drum supported in said casing, a conducting member carried by said body portion and adapted to swing in either direction from a middle position, and

means operatively connecting said member and said drum, said means causing movement of said drum when said member is swung in one direction and permitting swinging movement of said member in the opposite direction independently of said drum. y

l1. A contact shoe `for automatic train control systems comprising .parallel crank arms pivotally supported at their upper ends, a member pivotally connecting the lower ends of said crank arms, and separate circuit controlling devices adapted to be operated alternately by the swinging movement of said crank arms in opposite directions. 1

12. A contact shoe for automatic train control systems comprising parallel crank arms pivotally supported in their upper ends, a member pivotally connecting the lower ends of said crank arms, and means tending to maintain said crank arms in the middle position.

13. A contact shoe for automatic train control systems adapted to be attached to a railway vehicle and comprising a circuit controlling device, a lever for operating said device and biased to a predetermined normal position, a movable member mounted to swing inopposite directions in accordance with the direction of travel of the vehicle, and means connecting` said member and said lever for causing movement of the lever only when the member is moved in one direction.

14. A contact shoe for automatic train control systems comprising a casing iastened to a bar oi' insulating material adapted to be attached to a railway vehicle, par allel crank arms supported by said casing, a contacting foot connected to said crank arms, and separate circuit controllingl devices opcratively connected to said crank arms and operated selectively in accordance with the direction of movement of said crank arms.

'15. A contact shoe for automatic train control systems comprising a body portion adapted tobe attached to a railway vehicle and insulated therefrom, downwardly eX- `tending crank arms supported by said body portion to swing on a horizontal aXis, a contacting foot pivot/ally connected to said crank arms, a circuit controller, a lever for operating said circuit controller, and means interconnecting said lever anda crank arm for causing movement of the lever only when the crank arm is moved in one direction.

HERBERT B. TAYLOR.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. G. 

